Coupling for mine-cars.



V. WlLLGUGHBY,

couPLlNG Pof: mim: CARS.

APPLICATUN FILED DEC. 80\ 1915.

Patented May 1, 1917.

Gbmmm, %@MW lila VICTOR WILLOU'GHBY, OF JEFFERSONVILLE, INDIANA, ASSIGNOR TO AMERICAN CAP AND FOUNDRY COMPANY, or JERSEY.

Specification of Letters Patent.

ST. LOUIS, MISSOURI, A CORPORATION OF NEW COUPLING FOR MIN E-OARS.

Patented May 1, 1917.

Application filed December 30, 1915. Serial No. 69,400.

To all whom t may concern: 1

Be it known that I, VICTOR WILLOUGHBY, residing at Jeffersonville, Clark county, Indiana, and being a citizen of the United States, have invented certain new and useful Improvements in Couplings for Mine- Cars, Ofwhichthe following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertainsto make and to use the same, reference being had to the accompanying drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof will occur to persons skilled in the art.

In said drawings:

Figure 1 is a plan view of the improved coupler shown as joining fragmentary por-` tions of the opposing ends of juxtaposed cars.

Fig. 2 is a vertical longitudinal section taken on the line 2-2 of Fig. l, the direction of vision being indicated by the arrows, and

Fig. 3` is a transverse section through the coupler, being taken on the line 3-3 of Fig. 2, and viewed as the arrows indicate.

The improved coupler herein disclosed is adapted to couple cars automatically, but requires manual operation to permit the uncoupling of such cars. Consequently, no other operation than the bumping of cars is required to couple those intended to be included in a train. As the cars, so coupled, cannot be detached., except by manipulation l of the coupler, there is no danger of a train breaking into train segments on a heavy grade, or for any other reason.

Protective means are also provided for preventing the coupler from being subjected to the buing shock consequent to the cars being bumped together during the anta matic coupling process.

Provision is made to prevent the failure of the automatic coupling of cars whereby the reliabilityT of the coupler is assured. Also the coupler is so designed that the cars it connects, may round sharp curves without diiiiculty. The other advantageous features of the invention will appear hereinafter. 4

In the drawing, A represents a mine car and B indicates a similar portion of the opposing end of another mine car. The end wall of car A is represented by a and car B 1s provided with a similar end wall opposite the end wall of car A. A draft member or strap l lies on the upper surface of the iioor C of the car A, being centrally disposed transversely of the car. Said strap 1 passes through a notch in the bottom of end Walla and projects therebeyond a considerable distance, being provided with an aperture 2 near its outer end. Lying between said outer end of strap 1 and the outer end of a bracket brace 3 is a link bracket A of materially greater width than that of strap 1 and bracket brace 8. The longitudinal extent of bracket 4 is disposed transversely of the cars and said bracket is provided with upturned ends 5 which serve as standards to receive a link pin 6. The latter is provided with a head and its shank finds bearings in each of the upturned ends 5 of bracket 4. The end of link pin 6 opposite the head of the pin, projects through one of the upturned ends 5 sufficiently t0 receive a washer 7 and a cotter pin 8, whereby said link pin is securely retained in place. A link 9 is provided with a slot l0 through which link pin 6 passes. The bracket 4E is held in rigid relation to the end of car A by a rivet l1 of substantial proportions, which passes through the hole 2 in the outer end of strap l, the horizontally disposed portion of bracket l and the outer end of bracket brace 3. Rivet l1 has a countersunk head, the upper surface of which -is ush with the upper surface of strap l and also a rounded 'or other shaped head at the under side of the outer end of bracket brace'3. Said outer end of the bracket brace 3 is horizontally disposed for nearly the width of bracket 4, after which it becomes vertically bent and bears against the outer surface of a lug 12 depending from the under side of strap l. Lug 12 has a width which fills the space between bracket brace 3 and the outer end of the iioor C of the car A. Below the bottom of lug 12, bracket brace 3 is inclined inwardly to the under side of the car where it becomes horizontally disposed, as shown in Fig. 2.

Suitable clamping means such as a bolt,

Vand nut 13 binds strap 1 and the lower sol ' end walls fr and horizontal portion of bracket brace 3 to the bottom of the car structure and parallel to floor C. It is, of course, to be understood that any suitable number of bolts 13 and their nuts may be used, according to the Width 0f strap 1 in any particular installa, tion. The opposing end of car B is provided with another' draft member or strap 17 which projects through and beyond the end wall l) and toward strap 1 of car A, and which is also provided with a dependinglug or iiange 12. Strap of car B is also provided at its outer end with a hole 2, similar to that in strap 1 of car A.

Latch bracket 13 is formed of re-bent strap metal and has its inner ends 13 and 13b spaced to receive the outwardly projecting end of strap 1 of the car B. At the outer terminal of strap 1 of car B, the lower leg 13b of latch bracket 13 is bent semicylindrically to, in eul'ect, provide an abutment 23. At the point of the return bending of latch bracket 13, the strap metal of said bracket is substantially cylindrically formed and has a central cut out portionso tha-t suitable spaced bearings 14 are provided for a latch pin 15. The latter is of greater length than thefwidth of latch bracket 13 and is retained in place by cotter pins .1G aassing through the latch pins and between the cotter pins and the outside faces of the bearings 14: are interposed washers 17.

Mounted on latch pin 15, is a gravity latch 18, the upper end of which has a hook formation 19 and the lower end of which is in the nature of a weighted end 22. A rivet 20 similar to rivet 11 passes through the upper leg 13a of latch bracket 13, the hole 2 of strap 1 underlying the same, the

l lower leg of 13b of latch bracket 13 and a horizontally disposed leg of a stop or detent angle 21 firmly `clamping these elements together. The other leg of 'angle 21 is vertically disposed and thev inner face of the weighted portion 22 of gravity latch 18 is adapted to contact therewith so that said gravity latch may become arrested in its clockwise rotation about latch pin 15 at a proper point.

The coupler parts carried by car A are disposed between bumpers 24 and those parts of the coupler carried by car B are disposed between similar bumpers 21th. Said bumpers 241 and 24h project outwardly from the car b, respectively, and are adapted to receive the buiiing shock when said cars come together'. Coupler link 9 is, therefore, immune from such shocks, for reasons to be stated later.

l/Vhen the cars are connected in draft relation to each other the parts of the coupler are in the positions illustrated in full lines inthe drawing. At this time the weighted end of gravity latch 18 is in contact with the vertical leg 21 of the stop or detent angle and said gravity latch is incapable of having clockwise rotation about latch pin 15.

Link 9 is of U shaped formation and the closed end of the U is in engagement with the inner surface of hook portion 19 of said gravity latch. Said link 9 is of circular cross section except toward the disconnected ends of its legs where the cylindrical metal is flattened to give it a rectangular cross sec tion, a slot 10 being in the flattened portion of each leg 9. At the points where the cylindrical portion of the legs of link 9 are converted into the flattened end portions, beveled surfaces 25 are present. The outer ends 10a of slots 10 are in engagement with link pin 6 when the parts of the coupler are in their full line positions and the cars have the maximum separation possible when they are coupled to each other. Vith this maximum separation, it is impossible for the closed end ofthe U shaped link 9 to become disengaged from the hook end 19 of the gravity latch 18 and the cars may move in either direction and remain perfectly connected by the coupler.

Before the cars are connected to each other, the link 9 is normally in a horizontal position and as the cars relatively approach each other the closed end of link 9 will strike the outer arcuate surface of gravity latch 1S, and will either ride thereover and beyond the point of the hook 19 or will cause the gravity latch 18 to revolve contra-clock wise a suflicient distance to permit the end of link 9 to pass beyond the point of the hook portion 19 of said gravity latch. The cars continuing to come together the closed end of link 9 will strike the end wall ZJ of the car B and drive said link toward the end wall a of car A to the position shown in dotted and dashed lines. The end 10b of slot 10 will then be substantiallyA in contact with link pin 6 and said link 9 has been permitted to` swivel upwardly by reason of the recesses 2G at the inner edges of the horizontal portion of bracket 4l. The bottoms of said recesses are inclined or beveled to permit the oscillation of link 9. In the meantime buffers 24 and'24b have come together and sustained the bufhng shock while link 9 was readjusting itself to the changing positions of the cars. 1t is to be noted that link 9 has considerable length and is dependent' upon the slots 10 to permit it to escape the effect of the b'ufting shocks. Link 9 is given the length it possesses to permit the cars to round sharp curves which the buffer 2a and 24J would prohibit were they too closely j uxtaposed.

The link 9 having assumed the dotted and dashed lined position, its closed end is in propinquity to the end wall b of car B as seen in dotted and dashed lines in Fig. 2, and the under beveled faces 25 of link 9 are in tangential contact with the cylindrical surfaces of the bearings 14 of latch bracket 13 maintaining the link 9 in an upwardly deiiected position. As soon, however, as the cars begin to separate due to the motor beginning to haul the train, beveled faces 25 slide downwardly on the upper surfaces of the bearings 14 and gravity forces link 9 to assume a horizontal position in which the closed end oflink 9 engages the inner or under side of the hook portion of gravity latch 18 and the parts again assume the positions shown` in full lines of the drawing, the flange 21 of the stop angle causing gravity latch 18 to be rigidly held in a nonrotative position.

If gravity latch 18 for any reason sticks after the closed end of link 9 has turned it contra-clockwise on its pin 15, at the time when the cars are coming together, the'outer end of bracket brace 3 will strike the then inclining weighted portion 22 of said gravity latch to force it to its normally upright position. This, of course, will only occur after the closed end of link 9 has passed beyond the hook portion 19 of said gravity latch and always insures that said latch will be in a position to receive the engagement of the closed end of the link' 9 as the cars move apart when the motor begins to haul them.

Link pin 6 is above the center line of the upturned ends 5 of bracket 4 and there would be, ordinarily, a tendency to bend strap 1 carrying said bracket 4 downwardly. This tendency, however, is resisted by the bracket brace 3 which always maintains the bracket 4 and link pin 6 in their proper positions.

It has been shown that the coupler automatically connects the cars but it is necessary to operate link 9 manually to uncouple the cars. While the cars are being drawn along the maximum separation between them is maintained as previously explained. If the speed of the train is lessened, the disf tance between the cars may become diminished to a greater or less extent but link 9 will remain in a horizontal position, and, as soon as the speed of the train begins to pick up, the maximum distance will again be present between the cars and the parts will automatically reestablish the conditions depicted in full lines in the drawing. When, however, the train comes to a stop, each car succeeding the first one will close up automatically toward the one in advance of it, and the closed end of link 9 will retreat from the hook portion 19 of gravity latch 18 in each of the couplers between the cars. If it be decided to disconnect any of the cars, such as cars A and B, the train man need only lift the link 9 to a height greater than that of the upper surface of the hook end of gravity latch 18, whereupon movement of link 9 in a direction toward car A will effect a disconnection between said link and the engagement hook portion 19 of gravity latch 18. The cars are thus easily and conveniently uncoupled.

I claim 1. In combination. in a car coupling, a pivoted and slidable link deriving support from a car end, and a pivoted gravitylatch and a stop supported from another car end, said link being adapted to oscillate said latch, pass therebeyond and to be driven reversely by one of said car ends and caused by gravity to occupy a latch-engaging plane, said latch automatically assuming a linkposition and contacting with said stop.

2. In combination in car coupling means,

p a pivotal and slidable link supported from a car end, a pivoted gravity latch and stop supported from another car end and opposing bumpers on both car ends adapted to mutually engage to relieve said link from buliing shocks, said link being adapted to be automatically placed in neutral stress position by part of the opposing car body and also to oscillate and coperatingly interlock with said latch, the latter automatically assuming a coperating and stop-engaging position.

8. In combination in a car coupling, a pivoted and slidable link carried from a car end and adapted to be elevated for uncoupling, an oscillatory gravity latch adapted to be actuated by and interlock with said link near another car end, a pivot and a stop therefor, a supporting bracket for the latch pivot having a flat surface in a plane enabling said link to reciprocate thereon without being raised toward an unlocking altitude, and a draft member extending from the last mentioned car end, said bracket being secured thereto.

4. In combination in a car coupling, a pivotally mounted link carried near a car end, a draft member extending from another car end, a latch bracket having spaced legs and a bearing, said draft member eX- tending between said legs, a gravity latch pivotally connected with said bearing, a stop therefor lapping said bracket legs, and means rigidly combining said draft member, bracket and stop, said link being adapted to oscillate said latch and interlock therewith.

5. In combination in a car coupling, a draft member extending from a car end, a latch bracket of strap-like material rebent to have spaced legs between which said draft member extends and is secured to, the bracket rebent portions being shaped to form bearings, a pivot supported by said bearings, a gravity latch mounted thereon, a latch stop and a pivotally mounted link carried near another car end adapted to oscillate said latch and interlock therewith.

6. In combination in a car coupling, a

draft member extending from a car end, a latch bracket, said member and bracket having interleaved portions, an oscillatory gravity latch pivotally connected with said bracket, an angle-shaped latch stop having a leg extending parallel with the interleaved draft member and bracket portions, means rigidly connecting said draft member, bracket and stop leg and a pivotally mounted link carried near another car end adapted to oscillate' said latch and to interlock therewith.

7. In combination in a car coupling, a draft member and a rigid brace therefor both extending beyond a car end, a pivot support carried at the extended ends of said draft member and brace, a link pivotally connected with said support, an oscillatory gravity latch carried near another car end, and a stop therefor, said link being adapted to oscillate said latch and to interlock therewith and said brace being adapted to drive said latch against said stop when the car ends approach each other.

In witness whereof I have hereunto set my hand in the presence of two witnesses. VICTOR WILLOUGI-IBY. Witnesses:

ALLEN W. CLARKE, THnoDoRn E. LYoNs.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

